Lightweight tire

ABSTRACT

A tire has an axis of rotation. The tire includes two inextensible annular bead structures for attachment to a vehicle rim, a carcass-like structure having at least one reinforced ply, the carcass-like structure being wound about the two bead structures, a tread disposed radially outward of the carcass-like structure, and a shear band structure disposed radially between the carcass-like structure and the tread. The two bead structures include at least one layer of a three dimensional fabric including a tear drop frame structure and open cells defined by the tear drop frame structure.

FIELD OF THE INVENTION

The present invention relates to a tire, and more particularly, to aradial passenger tire or a high performance tire having a threedimensional spacer component.

BACKGROUND OF THE INVENTION

A pneumatic tire typically includes a pair of axially separatedinextensible beads. A circumferentially disposed bead filler apexextends radially outward from each respective bead. At least one carcassply extends between the two beads. The carcass ply has axially oppositeend portions, each of which is turned up around a respective bead andsecured thereto. Tread rubber and sidewall rubber is located axially andradially outward, respectively, of the carcass ply.

The bead area is one part of the tire that contributes a substantialamount to the rolling resistance of the tire, due to cyclical flexurewhich also leads to heat buildup. Under conditions of severe operation,as with runflat and high performance tires, the flexure and heating inthe bead region can be especially problematic, leading to separation ofmutually adjacent components that have disparate properties, such as therespective moduli of elasticity. In particular, the ply turnup ends maybe prone to separation from adjacent structural elements of the tire.

A conventional ply may be reinforced with materials such as nylon,polyester, rayon, and/or metal, which have much greater stiffness (i.e.,modulus of elasticity) than the adjacent rubber compounds of which thebulk of the tire is made. The difference in elastic modulus of mutuallyadjacent tire elements may lead to separation when the tire is stressedand deformed during use.

A variety of structural design approaches have been used to controlseparation of tire elements in the bead regions of a tire. For example,one method has been to provide a “flipper” surrounding the bead and thebead filler. The flipper works as a spacer that keeps the ply frommaking direct contact with the inextensible beads, allowing some degreeof relative motion between the ply, where it turns upward under thebead, and the respective beads. In this role as a spacer, a flipper mayreduce disparities of strain on the ply and on the adjacent rubbercomponents of the tire (e.g., the filler apex, the sidewall rubber, inthe bead region, and the elastomeric portions of the ply itself).

SUMMARY OF THE INVENTION

A tire in accordance with the present invention has an axis of rotation.The tire includes two inextensible annular bead structures forattachment to a vehicle rim, a carcass-like structure having at leastone reinforced ply, the carcass-like structure being wound about the twobead structures, a tread disposed radially outward of the carcass-likestructure, and a shear band structure disposed radially between thecarcass-like structure and the tread. The two bead structures include atleast one layer of a three dimensional fabric including a tear dropframe structure and open cells defined by the tear drop frame structure.

According to another aspect of the tire, the open cells are maintainedby axially extending fabric walls.

According to still another aspect of the tire, the open cells aremaintained by axially extending fabric ovals.

According to yet another aspect of the tire, the open cells aremaintained by axially extending fabric triangles.

According to still another aspect of the tire, the tear drop framestructure has warp yarns of 940/1 dtex polyaramide and weft yarns of1220/1 dtex rayon.

According to yet another aspect of the tire, the warp yarns have adensity of 14 EPI and the weft yarns have a density of 12 EPI.

According to still another aspect of the tire, the tear drop framestructure has warp yarns with a density of 14 EPI and weft yarns have adensity of 12 EPI.

According to yet another aspect of the tire, the tire is a pneumatictire.

According to still another aspect of the tire, the tire is anon-pneumatic tire.

According to yet another aspect of the tire, the fabric comprises anopen weave structure.

According to still another aspect of the tire, outer edges of the openweave structure have pairs of warp yarns continuous for a radial lengthof the open weave structure.

According to yet another aspect of the tire, the open weave structurefurther comprises an adhesion promoter disposed thereon.

According to still another aspect of the tire, the fabric has two ormore layers of open weave tape.

According to yet another aspect of the tire, the fabric includes warpyarns of at least two fibers of different materials.

According to still another aspect of the tire, the shear band structureis a belt structure.

Definitions

“Apex” or “bead filler apex” means an elastomeric filler locatedradially above the bead core and between the plies and the turnup plies.

“Axial” and “Axially” mean the lines or directions that are parallel tothe axis of rotation of the tire.

“Bead” or “Bead Core” generally means that part of the tire comprisingan annular tensile member of radially inner beads that are associatedwith holding the tire to the rim; the beads being wrapped by ply cordsand shaped, with or without other reinforcement elements such asflippers, chippers, apexes or fillers, toe guards and chafers.

“Carcass” means the tire structure apart from the belt structure, tread,undertread over the plies, but including the beads.

“Casing” means the carcass, belt structure, beads, sidewalls and allother components of the tire excepting the tread and undertread, i.e.,the whole tire.

“Chipper” refers to a narrow band of fabric or steel cords located inthe bead area whose function is to reinforce the bead area and stabilizethe radially inwardmost part of the sidewall.

“Circumferential” most often means circular lines or directionsextending along the perimeter of the surface of the annular treadperpendicular to the axial direction; it can also refer to the directionof the sets of adjacent circular curves whose radii define the axialcurvature of the tread, as viewed in cross section.

“Cord” means one of the reinforcement strands, including fibers, withwhich the plies and belts are reinforced.

“Equatorial Plane” means the plane perpendicular to the tire's axis ofrotation and passing through the center of its tread; or the planecontaining the circumferential centerline of the tread.

“Flipper” refers to a reinforcing fabric around the bead wire forstrength and to tie the bead wire in the tire body.

“Gauge” refers generally to a measurement and specifically to thickness.

“Inner Liner” means the layer or layers of elastomer or other materialthat form the inside surface of a tubeless tire and that contain theinflating fluid within the tire.

“Knitted” meant a structure producible by interlocking a series of loopsof one or more yarns by means of needles or wires, such as warp knitsand weft knits.

“Lateral” means a direction parallel to the axial direction.

“Normal Load” means the specific design inflation pressure and loadassigned by the appropriate standards organization for the servicecondition for the tire.

“Ply” means a cord-reinforced layer of rubber-coated radially deployedor otherwise parallel cords.

“Radial” and “radially” mean directions radially toward or away from theaxis of rotation of the tire.

“Radial Ply Structure” means the one or more carcass plies or which atleast one ply has reinforcing cords oriented at an angle of between 65°and 90° with respect to the equatorial plane of the tire.

“Radial Ply Tire” means a belted or circumferentially-restrictedpneumatic tire in which at least one ply has cords which extend frombead to bead are laid at cord angles between 65° and 90° with respect tothe equatorial plane of the tire.

“Section Height” means the radial distance from the nominal rim diameterto the outer diameter of the tire at its equatorial plane.

“Section Width” means the maximum linear distance parallel to the axisof the tire and between the exterior of its sidewalls when and after ithas been inflated at normal pressure for 24 hours, but unloaded,excluding elevations of the sidewalls due to labeling, decoration orprotective bands.

“Sidewall” means that portion of a tire between the tread and the bead.

“Three dimensional spacer structure” means a three dimensional structurecomposed from two outer layers of fabric, each outer layer of fabrichaving reinforcement members (such as yarns, filaments, fibers, and/orfabric) which extend in a first and a second direction, the two outerlayers connected together by reinforcement members (yarns, filaments,fibers, and/or fabric) or other knitted layers extend in a defined thirddirection. An “open” three dimensional spacer structure is comprised ofindividual pile fibers or reinforcements connecting the first and thesecond layer of fabric. A “closed” three dimensional structure utilizesfabric piles that connect the first and the second layers.

“Toe guard” refers to the circumferentially deployed elastomericrim-contacting portion of the tire axially inward of each bead.

“Tread width” means the arc length of the tread surface in the planeincludes the axis of rotation of the tire.

“Turnup end” means the portion of a carcass ply that turns upward (i.e.,radially outward) from the beads about which the ply is wrapped.

“Woven” means a structure produced by multiple yarns crossing each otherat right angles to form a grain, like a basket.

BRIEF DESCRIPTION OF THE DRAWINGS

The structure, operation, and advantages of the invention will becomemore apparent upon contemplation of the following description taken inconjunction with the accompanying drawings, wherein:

FIG. 1 represents a schematic cross-sectional view of an example tirefor use with the present invention;

FIG. 2 represents a schematic detail view of the bead region of theexample tire shown in FIG. 1;

FIG. 3 represents a schematic detail view of another bead region for usewith present invention;

FIG. 4 represents a schematic detail of an example open celled, threedimensional fabric in accordance with the present invention;

FIG. 5 represents a schematic detail of another example open celled,three dimensional fabric in accordance with the present invention;

FIG. 6 represents a schematic detail of still another example closedcelled, three dimensional fabric in accordance with the presentinvention;

FIG. 7 represents a schematic detail of yet another example closedcelled, three dimensional fabric in accordance with the presentinvention;

FIG. 8 represents a schematic detail of still another example closedcelled, three dimensional fabric in accordance with the presentinvention;

FIG. 9 represents a schematic detail of yet another example closedcelled, three dimensional fabric in accordance with the presentinvention;

FIG. 10 represents a schematic detail of still another example opencelled, three dimensional fabric in accordance with the presentinvention;

FIG. 11 represents a schematic detail of an example closed celled, threedimensional fabric structure in accordance with the present invention;

FIG. 12 represents a schematic detail of another example closed celled,three dimensional fabric structure in accordance with the presentinvention;

FIG. 13 represents a schematic detail of still another example closedcelled, three dimensional fabric structure in accordance with thepresent invention;

FIG. 14 represents a schematic detail of yet another example closedcelled, three dimensional fabric structure in accordance with thepresent invention;

FIG. 15 represents a schematic detail of still another example closedcelled, three dimensional fabric structure in accordance with thepresent invention;

FIG. 16 represents a schematic detail of an example three closed celled,three dimensional fabric apex structure in accordance with the presentinvention;

FIG. 17 represents a schematic detail of another example closed celled,three dimensional fabric apex structure in accordance with the presentinvention;

FIG. 18 represents a schematic detail of still another example closedcelled, three dimensional fabric apex structure in accordance with thepresent invention; and

FIG. 19 represents a schematic detail of yet another example closedcelled, three dimensional fabric apex structure in accordance with thepresent invention.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

FIG. 1 shows an example tire 10 for use with reinforcing components inaccordance with the present invention. Such components may be used inpneumatic and non-pneumatic tires. The example tire 10 has beendescribed in U.S. Pat. No. 7,992,611, herein incorporated in itsentirety by reference. The example tire 10 has a tread 12, an innerliner 23, a belt structure 16 comprising belts 18, 20, a carcass 22 witha single carcass ply 14, two sidewalls 15,17, and two bead regions 24 a,24 b comprising bead filler apexes 26 a, 26 b and beads 28 a, 28 b. Theexample tire 10 is suitable, for example, for mounting on a rim of apassenger vehicle. The carcass ply 14 includes a pair of axiallyopposite end portions 30 a, 30 b, each of which is secured to arespective one of the beads 28 a, 28 b. Each axial end portion 30 a or30 b of the carcass ply 14 is turned up and around the respective bead28 a, 28 b to a position sufficient to anchor each axial end portion 30a, 30 b, as seen in detail in FIG. 2.

The carcass ply 14 may be a rubberized ply having a plurality ofsubstantially parallel carcass reinforcing members made of such materialas polyester, rayon, or similar suitable organic polymeric compounds.The carcass ply 14 engages the axial outer surfaces of two flippers 32a, 32 b.

FIG. 3 shows, in cross-sectional view, the bead region of anotherexample tire for use with the reinforcing components in accordance withthe present invention. A carcass ply 50 wraps around a bead 52 b and isseparated from the bead by a flipper 54. The flipper 54 may be a layerof fabric disposed around the bead 52 b and inward of a portion of thecarcass ply 50 which turns up under the bead. The flipper 54 may havephysical properties (such as shearing modulus of elasticity)intermediate to those of a rigid metal bead 52 b and a less rigidcarcass ply 50. The flipper 54 therefore may serve as an activestrain-relieving layer separating the bead 52 b from the carcass ply 50.The carcass ply 50 may be reinforced with metal.

The example tire of FIG. 3 also may have a chipper 56 located in thebead area for reinforcing the bead area and stabilizing the axiallyinwardmost part of the sidewall 57. The flipper 54 and chipper 56, alongwith the patch 58 uniting them, are discussed separately below, and thenin operational conjunction with one another.

The flipper 54 wraps around the bead 52 b and extends radially outwardinto the sidewall regions of the example tire. The axially inwardportion 55 of the flipper 54 terminates within the bead-filler apex 59b. The axially outward portion 60 b of the flipper 54 lies radiallybeyond a turnup end 62 b, which itself is located radially beyond theradially outermost reach of the chipper 56 (discussed separately below).The axially outwardmost portions 62 b of the turnup end 62 b of thecarcass ply 50 may extend radially outward about 15-30 millimetersbeyond the top of a wheel rim flange 72 of a wheel rim 70.

As shown in FIG. 3, the flipper 54 may be deployed about the bead 52 bwhich is itself circumferentially disposed within the example tire. Anaxially inward portion 55 of the flipper 54 may extend radially outwardfrom the bead 52 b to a location approximately axially adjacent to thetop of the wheel rim flange 72 of the wheel rim 70. On an axiallyoutward side, the flipper 54 may extend radially outward from the bead52 b to an end 60 b above the wheel rim flange 72. The radiallyoutermost reach of the end 60 b of the flipper 54 may extend betweenabout 7-15 millimeters beyond the radially outermost reach of the turnupend 62 b. The flipper 54 may be termed “active” because it activelyabsorbs (i.e. during tire deflection) differential strains between therelatively rigid bead 52 b and the relatively less rigid carcass ply 50.

The chipper 56 may be disposed adjacent to the portion of the carcassply 50 that is wrapped around the bead 52 b. More specifically, thechipper 56 may be disposed on the opposite side of the portion of thecarcass ply 50 from the flipper 54. The axially inwardmost portion ofthe chipper 56 lies in the portion of the bead region that, when thetire is mounted on the wheel rim 70, would lie closest to a circularlycylindrical part 74 of the wheel rim. The axially and radiallyoutwardmost portion of the chipper 56 lies in the portion of the beadregion that, when the tire is mounted on the wheel rim 70, would lieaxially inward of the circular portion of the wheel rim 70, beingseparated from the circular portion of the wheel rim by tire rubber suchas a toe guard 64.

In other words, as can be seen in FIG. 3, the chipper 56 is disposedcircumferentially about the radially inwardmost portion of the carcassply 50 where the carcass ply turns up under the bead 52 b. The chipper56 may extend radially outward, being more or less parallel with theturned up end 62 b of the carcass ply 50.

The chipper 56 protects the portion of the carcass ply 50 that wrapsaround the bead 52 b from the strains in the rubber that separates thechipper from the wheel rim 70. The chipper 56 reinforces the bead areaand stabilizes the radially inwardmost part of the sidewall 57. In otherwords, the chipper 56 may absorb deformation in a way that minimizes thetransmission of stress-induced shearing strains that arise inward fromthe wheel rim 70, through the toe guard 64, to the turned up portion 62b of the carcass ply 50, where the chipper is most immediately adjacentto the rigid bead 52 b.

The patch 58 shown in FIG. 3 is circumferentially disposed about thebead 52 b in such a way as to overlie the radially outermost regions 68of the chipper 56 and the turned up ends 62 b of the carcass ply 50. Thepatch 58 performs a function similar to that of those of the chipper 56and the active flipper 54. More specifically, the patch 58 may absorbshearing stresses in the rubber parts which might otherwise induceseparation of the flexible rubber from the less flexible material of thechipper 56 and the carcass ply 50. The patch 58 may, for example, bemade of nylon fabric. The radially outwardmost portion 67 of the patch58 may reach to a minimum level such as extending by at least 5 mm abovethe upper end 60 b of the flipper 54, and preferably 10-15 mm above. Theradially inwardmost portion of the patch 58 may overlap about 10 mm withthe chipper 56.

The net effect of the incorporation of the flipper 54 and the chipper 56is to provide strain buffers that relieve or absorb differentialshearing strains that otherwise, were the flippers and chippers notpresent, could lead to separation of the adjacent materials that havedisparate shearing moduli of elasticity. Furthermore, this reinforcedconstruction may increase durability of the tire by means of theincorporation of a smaller number of components than for standardconstructions with gum strips.

Some of the structures described above, such as the belts 18, 20, apexes26 a, 26 b, flippers 32 a, 32 b, 54, chippers 56, patch 58, and toeguard64, may be constructed of a three dimensional fabric. Such structuresmay be significantly lighter, but still have sufficient strength andstiffness to meet or exceed tire performance requirements. This approachmay thus achieve significant weight reduction and be less dependent onrubber by replacing rubber in these structures with the spaces or cellsof the fabric construction. The three dimensional fabric may be woven orknitted from high performance fibers.

These fibers may be constructed as a single component, from suchmaterials as nylon fiber, rayon fiber, polyester fiber, carbon fiber,glass fiber, basalt fiber, polyethylene fiber, aramid fiber, and/orother suitable high performance fibers or of multi component fibersconsisting of a combination of these materials. The light weight andenhanced mechanical properties of these fibers may allow for many designimprovements effecting cost, weight, rolling resistance, etc. Thicknessof deck layers (e.g., shear bands of a non-pneumatic tire), roll width,density, and height of vertical piles may be adjusted to meet varioustire requirements. The cells between two deck layers may be filled withlight weight material, wires, tubes, foam, sealant material, sensors,etc.

Non-tire applications of the three dimensional fabric have demonstratedexcellent mechanical properties at very light weights. Such structuresmay further enhance structural stability of pneumatic tires withoutadding weight or increasing hysteresis. Such structures may additionallydecrease hysteresis.

The materials and material properties of textile reinforced compositestructures may be specially customized for particular load situations bymodifying the fiber material and/or architecture. For example, one fivecentimeter cube 400 of a three dimensional fabric may weigh only 6.5grams (FIG. 4). The cube 400 may have a plurality of open cells 410defined by the three dimensional structure of the fabric 420. Anotherexample structure may be five centimeters by five centimeters by 0.7centimeters and weigh 1.1 grams (FIG. 5). A conventional chippercompound of the same dimensions may weigh 30.0 grams. The structure 500may have a plurality of open cells 510 defined by the three dimensionalstructure of the fabric 520.

FIG. 6 shows four example hexagonal constructions 610, 620, 630, 640that may be used as belts 18, 20, apexes 26 a, 26 b, flippers 32 a, 32b, 54, chippers 56, patches 58, and/or toeguards 64 in a pneumatic tire.The constructions 610, 620, 630, 640 may have a plurality of closedcells 611, 621, 631, 641 defined by the three dimensional structure ofthe fabric 613, 623, 633, 643.

FIG. 7 shows four example three plane constructions 710, 720, 730, 740that may be used as belts 18, 20, apexes 26 a, 26 b, flippers 32 a, 32b, 54, chippers 56, patches 58, and/or toeguards 64 in a pneumatic tire.The constructions 710, 720, 730, 740 may have a plurality of closedcells 711, 721, 731, 741 defined by the three dimensional structure ofthe fabric 713, 723, 733, 743.

FIG. 8 shows four example two plane constructions 810, 820, 830, 840that may be used as belts 18, 20, apexes 26 a, 26 b, flippers 32 a, 32b, 54, chippers 56, patches 58, and/or toeguards 64 in a pneumatic tire.The constructions 810, 820, 830, 840 may have a plurality of closedcells 811, 821, 831, 841 defined by the three dimensional structure ofthe fabric 813, 823, 833, 843.

FIG. 9 shows three example curved constructions 910, 920, 930 that maybe used as belts 18, 20, apexes 26 a, 26 b, flippers 32 a, 32 b, 54,chippers 56, patches 58, and/or toeguards 64 in a pneumatic tire. Theconstructions 910, 920, 930 may have a plurality of closed cells 911,921, 931 defined by the three dimensional structure of the fabric 913,923, 933.

FIG. 10 shows an enhanced view of an example construction 1000 detailingthe interrelationships of individual fibers 1001. The construction 1000may have a plurality of open cells 1011 defined by the three dimensionalstructure of the fabric 1001.

A different apex (e.g., 26 a, 26 b, 59 b, etc.) may replace conventionalrubber components by the lightweight materials and/or structures asdescribed exemplarily above. The 3D spacer fabric may be constructed ofpolyester-terephthalate (polyethylene-terehthalate), high performancefibers, etc. These materials may comprise a single component, such ascarbon fiber, glass fiber, basalt fiber, any suitable high performancefiber, and/or multi component fibers consisting of a combination ofmaterials. Such components, in addition to having light weight andenhanced mechanical properties, may provide enhanced design versatility.The thickness of deck layers, roll width, density, and/or height ofvertical piles may be adjusted to meet certain requirements, such asstrength, adhesion, durability, etc. Further, cells between two decklayers may be filled with light weight material, wires, tubes, foam,sealant material, and/or electronic sensors. Such techniques may not belimited to just the apex, but may also be used in the carcass, belt, inorder to allow construction of new tire architectures having newperformance limits.

Such apex constructions, in accordance with the present invention, mayprovide apexes weighing 65% less than conventional apexes, and furtherreduce overall tire weight by 6%. The materials for these apexconstructions may comprise non-isotropic materials and may becommercially available.

As stated above, a rubber/polymer apex compound may be replaced bylightweight materials or structures, such as lightweight 3D spacerfabric based materials. The 3D spacer fabric may be constructed ofpolyester-terephthalate (polyethylene-terehthalate), high performancefibers, and/or other materials. These fibers may be made out of singlecomponent, such as carbon fiber, glass fiber, basalt fiber, and/or anyother high performance fiber or multi-component fiber consisting of acombination of materials. The advantage of such a technology is, inaddition to its light weight, is enhanced mechanical properties.Thickness of deck layers, roll width, density, and/or height of verticalpiles may be adjusted to meet specific requirements. Cells between decklayers may be filled with light weight material, wires, tubes, foam,sealant material, and/or electronic sensors. The application of thistechnology may not be limited to an apex, but may be used in otherstructures of a pneumatic or non-pneumatic tire.

As shown in the examples of FIGS. 11-15, non-isotropic constructions maybe utilized in any part of a pneumatic or non-pneumatic tire to reduceweight, and thereby cost. As shown in FIG. 16, an apex 1601 inaccordance with the present invention may replace a conventional solidrubber apex, such as apexes 26 b, 59 b described above, and withstandthe load and deflection under normal operating conditions for the tire.FIGS. 17-19 show three example constructions 1701, 1801, 1901 that maybe used as shown in FIG. 16. FIG. 17 shows a tear drop shape supportedby axially extending fabric elements 1711 maintaining a gap the betweenopposite walls 1721 of the tear drop shape. FIG. 18 shows a tear dropshape supported by axially extending oval fabric elements 1811maintaining a gap the between opposite walls 1821 of the tear dropshape. FIG. 19 shows a tear drop shape supported by axially extendingtriangular fabric elements 1911 maintaining a gap the between oppositewalls 1921 of the tear drop shape.

Variations in the present invention are possible in light of thedescription of it provided herein. While certain representativeembodiments and details have been shown for the purpose of illustratingthe subject invention, it will be apparent to those skilled in this artthat various changes and modifications can be made therein withoutdeparting from the scope of the subject invention. It is, therefore, tobe understood that changes can be made in the particular embodimentsdescribed which will be within the full intended scope of the inventionas defined by the following appended claims.

What is claimed:
 1. A tire having an axis of rotation, the tire comprising: two inextensible annular bead structures for attachment to a vehicle rim; a carcass-like structure having at least one reinforced ply, the carcass-like structure being wound about the two bead structures; a tread disposed radially outward of the carcass-like structure; and a shear band structure disposed radially between the carcass-like structure and the tread, the two bead structures including at least one layer of a three dimensional fabric including a tear drop frame structure and open cells defined by the tear drop frame structure.
 2. The tire as set forth in claim 1 wherein the open cells are maintained by axially extending fabric walls.
 3. The tire as set forth in claim 1 wherein the open cells are maintained by axially extending fabric ovals.
 4. The tire as set forth in claim 1 wherein the open cells are maintained by axially extending fabric triangles.
 5. The tire as set forth in claim 1 wherein the tear drop frame structure has warp yarns of 940/1 dtex polyaramide and weft yarns of 1220/1 dtex rayon.
 6. The tire as set forth in claim 5 wherein the warp yarns have a density of 14 EPI and the weft yarns have a density of 12 EPI.
 7. The tire as set forth in claim 1 wherein the tear drop frame structure has warp yarns with a density of 14 EPI and weft yarns have a density of 12 EPI.
 8. The tire as set forth in claim 1 wherein the tire is a pneumatic tire.
 9. The tire as set forth in claim 1 wherein the tire is a non-pneumatic tire.
 10. The tire as set forth in claim 1 wherein the fabric comprises an open weave structure.
 11. The tire as set forth in claim 10 wherein outer edges of the open weave structure have pairs of warp yarns continuous for a radial length of the open weave structure.
 12. The tire as set forth in claim 11 wherein the open weave structure further comprises an adhesion promoter disposed thereon.
 13. The tire as set forth in claim 1 wherein the fabric has two or more layers of open weave tape.
 14. The tire as set forth in claim 13 wherein the fabric includes warp yarns of at least two fibers of different materials.
 15. The tire as set forth in claim 1 wherein the shear band structure is a belt structure. 